2023 Lexus NX350 F Sport

When Kez first drove the new 2023 Lexus NX350 F Sport, he summed up its market position beautifully.

“With the new-generation 2022 Lexus NX350 F Sport, the Lexus brand is moving its SUV out of the space where you feel like you have to make excuses for it. That's not to say the old NX was particularly bad, but it struggled against stiff competition from BMW, Audi, and Mercedes-Benz. It's never been more expansive, less tech-heavy, and less dynamic. With a new platform, new engines, and – finally – a new infotainment platform, Lexus has a competitor in the medium SUV class that can meet all needs.”

Specifically. Moreover, stiff competition is the hallmark of this luxury medium SUV segment. You can also add Genesis to the mix now, not to mention Jaguar, Alfa Romeo, Volvo, and Maserati, all vying for your attention and discerning eye for luxury. And, with what for many is the first step towards luxury ownership, there are also deep expectations from buyers.

There is no doubt that buyers have never had so many high-quality choices – and Lexus is no longer a viable replacement. Or the default option for those switching from mainstream offerings such as Mazda, Toyota, Kia, Hyundai, Honda, and Nissan.

So where does this segment stand today? The Audi Q5, BMW . just everyday practicality. This means that every fighter in this segment needs to provide more than just luxury.

Australians love medium SUVs, we know that. But with the love for this segment comes an aspirational outlook to venture further into the world of luxury, and thus, this segment has become more popular than ever. It also needs to provide everything the regular midsize SUV segment can – and more.

The 2023 Lexus NX350 F Sport is new, and better, and features significant improvements in important non-negotiable areas – one of which is infotainment. Let's find out if the new NX is truly ready for a luxury slugfest.

How much does a Lexus NX350 cost in Australia?

The Lexus NX350 F Sport starts from $77,511 before on-road costs, with the 2.4-litre non-hybrid version coming in one specification grade with a petrol engine and AWD. There is of course the petrol 2WD NX250 and the NX350h in 2WD and AWD trim, in Luxury, Sports Luxury, and F Sport trim. Step up to the top-of-the-line NX450+ F Sport plug-in hybrid and prices start at $90,984 before on-road costs.

With a long list of standard inclusions and no need to tick many option boxes, it's hard to argue with Lexus' value proposition. Prices spread across the NX model range range from $62,275 before on-road costs, to the aforementioned $90,948 before on-road costs.

Our tester had the Enhancement Package 2 added, which includes a panoramic sunroof, heated steering wheel, digital rearview mirror, and the excellent 17-speaker Mark Levinson audio system for an extra $6000 (including on-road costs). The price details below reflect our testing of the NX, as well as indicative prices for a return trip to Sydney.

The 2.4-liter engine produces 205kW and 430Nm and drives through a conventional eight-speed automatic transmission. Despite the word Sport in the F Sport's name, it's honestly not a sporty SUV, with an engine that works hard enough without being particularly dynamic. The NX350 F Sport rarely feels like a fast SUV. The Sport S and Sport+ driving modes definitely enhance the driving experience, but you won't be fooled into thinking you're driving a proper sports car.

Standard features are plentiful, in line with Lexus guidelines, and highlights include red leather trim, a 10-way adjustable driver's seat, an eight-way adjustable for passengers, and heating and ventilation.

You also get 20-inch alloy wheels, a 14-inch infotainment touchscreen, an 8.0-inch driver display, a head-up display, a surround-view camera, wireless smartphone charging, adaptive suspension with F Sport performance dampers, F Sport pedals, shifter, steering wheel, and sill plates, tri-beam LED headlights with adaptive high beams, special aluminum trim, and selectable driving modes.

Important details of the 2023 Lexus NX350 F Sport

The price is $77,511 plus travel costs

The color of the test car is Graphite Black

Option Upgrade Package 2 – $4615.28

- Panoramic sunroof

- Heated steering wheel

- Digital rearview mirror

- 17-speaker Mark Levinson audio system

Graphite Black Paint – $1346.16

The price as tested was $83,472 plus travel costs

Drive away price $93,365 (Sydney)

Audi Q5 rival | BMW X3 | Mercedes-Benz GLC

How much space does the Lexus NX350 have inside?

First, the electric door handles – or E-latches as Lexus calls them. I guess we can file it in the 'answers to questions no one asked' column. Of course, there are many more modern cars on that list, but I don't see any argument in favor of them.

Quieter than traditional latch and lever mechanisms? Yes. Do traditional styling mechanisms tend to interfere with the luxurious experience of driving a Lexus? No. However, once you get used to them, they become fairly intuitive, but you'd be hard-pressed to convince me that a modern car needs any more electronic complexity than it already has.

The cabin is perhaps the most important element in the running of any luxury vehicle. And as expected from Lexus, the NX350 F Sport delivers an exceptional cabin. Our tester had red leather trim, which some of you may like. Others may not, but that's a personal opinion.

Visibility is excellent, as are the seat and steering wheel adjustments, and the way you position yourself behind the wheel. The shorter among us will appreciate how you can jack up the seat to have plenty of visibility to the front and back.

For some time now, Lexus has been delivering seats that are some of the best in the business, and once again the NX delivers as well. The seats are well sculpted and comfortable, and you can go on long trips knowing you won't need a chiro at the other end. In fact, the 'Sport' in the F Sport is clearly visible in the seats, which have a bucket-shaped appearance and can hold you in place but are not so firm that they feel hard.

Storage is well catered for, especially considering its compact exterior dimensions. Up front, you get two cup holders, a conventional glove box, a center storage bin in the console, and a hidden storage section under the wireless charging pad. The latter can be recalled to access that storage.

I consider the NX to be a four-seat SUV, not a five-seat SUV, especially if you need to take teenagers or adults with you. There's space in the back, but once you get over six feet tall, things start to get cozy. Two child seats instead of three are also our recommendation for the second row.

Second-row passengers get air vents, twin USB-A charging ports, 12-volt sockets, and map pockets on the seatbacks. Temperature and air control would be an appreciated addition there.

The powered rear doors open to provide 520 liters of space with the rear seats up, or 1141L with the seats folded in a 60:40 split. It's a decent-sized space that can comfortably fit most of the items a busy family would need, with a flat lip and a pair of folding bag hooks located on the side.

Under the boot floor, there is a large space for storing additional items out of sight but there is no double-height boot floor. The run-flat tire specification means there's no spare space taking up boot space. Opening the rear door via the key fob is easy enough, and the kick-to-open function works, but it's not something I've used much outside of testing so it works as it should.

2023 Lexus NX 350 F Sport

Seat Five

Seat 520L boot volume up,

1141L seats fold down

Length 4660mm

Width 1865mm

Height 1670mm

Wheelbase 2690mm

Does Lexus NX350 have Apple CarPlay and Android Auto?

The new model is most apparent when you're inside the cabin and interacting with the infotainment system. This new system is a major improvement over the old, complicated, and outdated system, which we have repeatedly rated poorly over the years. Thankfully that system is now just a memory.

The 14-inch touchscreen display in the F Sport is combined with sharp graphics and the response is also fast. To give you an idea of how good it is, and how much processing power it has, when you use the 360-degree camera system, changes are instantaneous and the area under the car (shown as a see-through wire frame) is already mapped and cached, readily used.

Apple CarPlay and Android Auto connectivity are both standard, Apple users can connect via wired or wireless connection, but Android users can only connect via wired access. When I have wireless smartphone connectivity, I tend to charge my phone wirelessly as well, and I'm not a fan of cooking expensive smartphones with wireless charging pads. All of them seem to make the phone heat up, so the option to plug it in is welcome.

Also standard is DAB, satellite navigation, Bluetooth, and a three-year subscription to the Lexus Connected service for access to connected navigation, and Lexus Remote Connect which allows users to lock and unlock the doors and tailgate, start or stop the engine, locate the car. , activate the horn or headlights, or adjust the climate control remotely.

Our test NX was equipped with the optional Enhancement Pack 2, which replaces the quality 10-speaker system with an excellent Mark Levinson-branded 17-speaker system. It delivers clear, powerful sound at any volume, and we think it's worth upgrading to.

The 8.0-inch digital driver instrument display – smaller than the larger screens in some major competitors – displays important information, but it doesn't have the multi-format, customizable display modes of the Audi or Mercedes-Benz.

Across the Drive team, we're partial to the new touch-trace steering wheel controls. When you move your finger over the unmarked D-pad on each side of the steering wheel, the head-up display will show you where you are and what it does. Page buttons underneath allow each pad to be switched between the two sets of functions.

You might think that this is a useful addition, and the theory is that it helps you keep your eyes on the road, but each function requires a double click – one to activate and another to confirm. If you don't lift your finger, you can do one press at a time, but otherwise, we found the system unresponsive and difficult to function.

What safety technologies does the Lexus NX350 have?

All NX models have the same suite of active and passive safety technologies, which include autonomous emergency braking with pedestrian detection and intersection turn assist, so AEB can intervene if it detects a vehicle turning into traffic.

Other technologies included include safe exit assist to prevent the door from opening to cyclists or traffic, emergency steering assist, road sign assist and radar active cruise control, blind spot monitoring, rear cross-traffic alert, lane keeping assist and lane tracing, front. and rear parking sensors, parking buffer with brake, 360-degree camera, and 10 airbags.

I like how the Lexus safety system works, and the NX is no different. They do what they do, mostly in the background, without interrupting the driving enjoyment in any distracting way. Many other manufacturers could learn a thing or two in this regard. Lexus' lane-keeping assist system is excellent, and blind-spot monitoring also worked well in testing.

How much does it cost to maintain a Lexus NX350?

As with the entire Lexus range, the NX350 F Sport is covered by a five-year unlimited kilometer warranty as well as five years of roadside assistance. Lexus includes three years of access to Encore's ownership benefits program which includes rewards, event offers, and fuel discounts. When it comes to accessible luxury, the Encore program is a clear example of making shoppers feel good about their purchase after the fact.

Three years of capped-price service is available and priced at $495 per visit (12-month/15,000km intervals), but also includes vehicle pick-up and drop-off, or a service loaner vehicle.

The Lexus NX350 F Sport will set you back $2676.68 for comprehensive insurance per year, based on a comparative quote for a 35-year-old male driver living in Chatswood, NSW. Insurance estimates may vary based on your location, driving history, and personal circumstances.

2023 Lexus NX350 F Sport at a Glance

Five-year guarantee, unlimited km

Service interval 12 months or 15,000km

Service fee $1485 (3 years)

Is the Lexus NX350 fuel efficient?

Lexus quotes an official fuel consumption of 8.1 liters per 100 kilometers on the combined cycle. Despite being an all-new engine, the 2.4-liter turbo doesn't come with any mild-hybrid assistance (although Lexus has a more frugal full-hybrid lineup in the NX350h model) but does come with stop-start technology.

That consumption rises to 10.1L/100km after a long period of idling with the engine running for filming and photography, but in our regular round of testing the NX350 F Sport consumed 9.2L/100km. If you're after the lowest fuel consumption figures you can get, the NX350h – with hybrid technology – is the model to buy.

What's the Lexus NX350 like to drive?

That Lexus has met the luxury requirements is undeniable. The brand has been synonymous with it since its launch in the country. Therefore, the cabin experience, and indeed the driving experience, is premium, isolated, and quiet. For many of you, that alone defines a luxury driving experience. In line with the F Sport logo, the NX experience is not just about cabin quality.

The NX350 F Sport also has good performance under the hood. The 2.4-liter turbocharged petrol engine feels generally underpowered and produces 205kW and 430Nm. The engine is mated to an eight-speed automatic and smooth AWD, and while there's no hybrid technology on this model, it's still an efficient combination in the real world. Of course, it won't match the NX hybrid for fuel use in traffic, but on the open road, it's still impressive.

Don't expect the NX to be a sports car replacement, and frankly, a medium SUV shouldn't have to tick that box. It's more of a family cruiser – with a little more pep – than a fast SUV. Everything about the driving experience feels isolated, even when you press the throttle pedal. It doesn't cruise forward like a sporty SUV, but it rides waves of torque and gathers speed gracefully.

The ride quality is excellent. The NX is very well-tuned to handle poor road surfaces like most of you will experience in the city. The balance between firmness and composure when you're turning corners, and ride quality when the NX needs to soak up bumps, is noteworthy. There's basically no situation where the NX350 F Sport feels uncomfortable. Considering the NX uses run-flat tires, it's impressive how well they can protect cabin occupants from bad surfaces.

You can of course manipulate the ride settings, and the adaptive suspension is tweaked using the drive modes, which can be switched to Sport S and Sport S+ modes to stiffen the steering and suspension. The mode also subtly changes shift response, and makes the eight-speed automatic transmission more lively, but doesn't completely change the NX's character. For me, keep the suspension in Comfort mode.

Important 2023 Lexus NX350 F Sport details

2.4-liter four-cylinder turbo petrol engine

Power 205kW @ 6000rpm

Torque 430Nm @ 1700–3600rpm

Drive Type wheel drive

Transmission 8-speed torque converter automatic

Power to weight ratio 110.2kW/t

Weight (curb) 1860kg

Spare tire type None (standard run-flat tire)

Tow rating 1000kg braked

750kg unbraked

Turning a circle 11.6m

Should I buy a Lexus NX350?

This is a very good luxury SUV – and in many ways that goes without saying. But after a week behind the wheel, and considering the best in the segment, Lexus is on top with the new NX. In non-hybrid F Sport form, it still makes a strong case, delivering fuel efficiency on par with, or better than, some rivals that can't offer the same savings in the real world.

Whether the Lexus NX's qualities are enough to lure those who appreciate the value of European badges away from them is really beside the point. If you're looking for a mid-sized luxury SUV, the Lexus NX should be on your hit list. Look at a hybrid if you want outright efficiency, but it's hard to argue with the overall capability and quality of the Lexus NX.

How to buy a Lexus NX350 – next steps?

We've tested the Lexus NX350 F Sport for this review, and the fact that the NX range is well-defined makes choosing your preferred model a little more tricky. You should also consider the NX hybrid if saving on fuel will make a real difference to your budget. The NX250 2WD is a strong choice, and the lineup then passes through the NX350 AWD, NX350h 2WD, and NX350h AWD, before culminating in the NX450h+ AWD.

Stock shortages continue to be an issue at the time of writing, and Lexus isn't completely immune, although the picture is the best it's been since before the COVID-19 pandemic. I talked to Lexus, and it says the lead time for the non-hybrid NX250 and NX30 is about 2–4 months, which is back to normal, even before COVID-19.

As a guide, the wait time for the NX350h has been cut drastically, to around 5–7 months, which is the best wait time in years. The NX450h+ plug-in hybrid is still delayed by more than 24 months, so Lexus has only expressed interest in the model until the lead time is more suitable.

The next step in the buying journey is to check the Lexus website for stock of your chosen NX variant, whether it's a hybrid or with a conventional powertrain. You can also find Lexus models for sale at Drive.com.au/cars-for-sale.

We highly recommend taking a test drive at the dealer before committing as personal needs and tastes can vary. Find your nearest Lexus dealer via this link. We also recommend testing the NX hybrid variant, especially if you want to save as much fuel as possible. Also check out the Audi Q5, BMW X3, and Mercedes-Benz GLC.

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2023 Hyundai Palisade Elite

If you want something wide and spacious – but you can't stand the idea of a people mover – then the Palisade will be your new best friend.

What we like

Improved ride quality

Better security credentials

The inside is large, practical, and has complete specifications.

How much does a Hyundai Palisade cost in Australia?

As long as the long-maligned people-mover keeps attracting the attention of Australian buyers – even if it's currently doing very well – there'll be a big opportunity for the 2023 Hyundai Palisade to thrive.

This is Hyundai's largest SUV and offers space for up to eight people in three spacious rows. It's bigger than your average large SUV and can do so without a sliding door.

Why has the Palisade been refreshed, I hear you ask? Although the big Korean model first hit the Australian market in late 2020, it has been around since 2018. That is, it is a midlife refresh.

The basic recipe is still the same, but this updated Palisade does bring some important improvements and updates.

Firstly, it is now a five-star ANCAP car after receiving additional safety equipment and undergoing further testing. The interior is new with a larger infotainment display, more technology, and a fresher look.

The new range comes in just two variants: Elite and Highlander, both of which have a high level of standard equipment. both are available with diesel all-wheel-drive power or with a cheaper petrol front-wheel-drive setup.

In this case, we have the cheaper Elite spec coupled with the more expensive diesel powertrain priced at $69,900 before on-road costs.

2023 Hyundai Palisade important details

The price is $69,900 plus travel costs

Black Abyss test car color

Metallic Paint Options – $695

The price as tested was $70,685 plus on-road costs

Drive away price $76,572 (Sydney)

Kia Sorento Rival | Toyota Kluger | Mazda CX-9

How much space does the Hyundai Palisade have inside?

This is the main strength and calling card of the 2023 Palisade: space. This giant Hyundai is not only much larger than its Santa Fe sibling but is also available in eight-seat or seven-seat formats.

The difference between the two setups is the second row, which can be conventional seating with room for three, or with two captain's chairs and a narrow aisle between them.

There are definite benefits to a seven-seat setup. While having an extra seat in the middle row has its obvious appeal, the extra space in the middle can be an advantage if you plan on installing an infant seat more often than not.

Even with the large rear-facing capsule, someone could squeeze between the seats and get into the back. Not something easy to do with a conventional three-seat middle row.

Due to the size of the Palisade – and its square shape – the amount of space available is quite good. The sliding second row (with room to burn) allows adults to squeeze into the third row quite comfortably and with good amenities.

If you plan on carrying more than four full-sized adults in spacious comfort, then the Palisade delivers.

Warning: so do people movers... While this Hyundai Palisade competes with other large seven-seater SUVs like the Kia Sorento and Toyota Kluger, it also (in my opinion) competes with primo people movers like the Kia Carnival, Hyundai Staria, and Volkswagen Multivan.

The updates to the 2023 Hyundai Palisade are visible on the inside via a new dashboard design, updated infotainment display, and updated steering wheel.

It feels fresh and modern, especially with the full-length air vents, but still emphasizes practicality. There's good storage under the shifter, and the large storage bin on top (with fold-out cup holders) can also fit a lot of stuff.

There are plenty of power outlets scattered throughout the cabin, along with cup holders and bottle holders. The twin cupholders on the second-row doors make perfect sense and make me wonder why more cars like this don't have something like that.

You don't get Nappa leather seat trim in this Elite spec, but the leather seats (heated in the front) are still comfortable. They're wide and comfortable and perfect for a vehicle like this. They have 10 different directions of electric adjustment (including lumbar support), which is bested by the Highlander's 12 directions.

The Highlander also gets an eight-way power passenger seat and heating/ventilation for the front and rear outboard seats, while the Elite equips it with a basic four-way manual front passenger seat and heating for the front seats only.

The mix of materials and build quality all look very good in this case, and it's perfect for family use. Overall, this is a family vehicle that is – let's be honest – too big for most Australian families but perfect for those with supersized appetites.

2023 Hyundai Palisade

Seat Seven

Boot volume 311L to the third row

704L to second row

1297L to the first row

Length 4995mm

Width 1975mm

Height 1750mm

Wheelbase 2900mm

Does Hyundai Palisade have Apple CarPlay?

The 12.3-inch infotainment screen on this Palisade, up from 9.5 inches before the facelift, is a clear improvement. Proudly adorning the dashboard and finished in piano black, it allows the Palisade to keep pace with the competition – whose screens are expanding at an astonishing rate.

Apple CarPlay and Android Auto are available via a USB-A connection near the cupholder. You'll notice a mix of USB-A and USB-C outlets, which helps modernize the experience a bit. The infotainment display has native navigation and digital radio and is essentially unchanged from the more expensive Highlander variant.

Also unchanged is the 12.3-inch digital instrument cluster, which is seen in various other high-spec Hyundai vehicles. Most mimic analog gauges, with a large speedometer and tachometer dominating the pixels. There's some additional information worth digging into here, including tire pressure monitoring.

If so, what is the Elite missing? An adjustable head-up display is a highlight, as is a good-quality surround-view monitoring system. The Elite also lacks rain-sensing wipers and stainless steel speaker covers. That said, the sound system is the same Infinity-branded unit with 12 speakers and an external amplifier.

Is Hyundai Palisade a safe car?

Hyundai used this update to improve the Palisade's previous four-star ANCAP safety rating to a full five-star score thanks to several important improvements. There are now eight airbags on board, including a new front-center airbag.

Autonomous emergency braking (AEB) includes cyclist and pedestrian detection and is now enhanced with an intersection turning function.

There's also driver attention alert, high beam assist, intelligent speed limit assist, lane keeping and lane following assist (which has been upgraded), rear cross-traffic alert, and adaptive cruise control.

The Palisade Elite hardly misses anything, but Hyundai has chosen to keep low-speed reverse autonomous braking – which works in parking lots and driveways, for example – reserved for the more expensive Highlander specification.

Traffic sign recognition – now a system that uses cameras to read traffic signs as you pass them – is more sophisticated than the old GPS-based setup. However, the execution is a bit lacking. I noted times when the system misread signs, missed them completely or got false information from the back of buses or school zones outside of business hours.

This isn't a deal breaker, but the system's constant reprimands and reprimands can be infuriating. The only way to stop the noise is to turn the system off completely. It would be better if someone just turned off the sound alerts.

2023 Hyundai Palisade

ANCAP rating Five stars (tested 2022)

Safety report Link to ANCAP report

How much does it cost to maintain a Hyundai Palisade?

After five years of servicing – using Hyundai's prepaid service plan – you'll need an average of $489 per year to get this Palisade notebook properly stamped. That's a decent value overall for a large all-wheel-drive SUV with diesel power, but you can find vehicles that are cheaper to service. Toyota's Kluger is a clear winner when it comes to low servicing costs over the first five years.

Service intervals are set at every 12 months or 15,000 km, meaning your prepaid service schedule will last up to 75,000 km.

Ensuring this Palisade Elite works out to $1795 for 12 months of comprehensive coverage. This is based on a comparison quote for a 35-year-old male driver living in Chatswood, NSW. Insurance estimates may vary based on your location, driving history, and personal circumstances.

2023 Hyundai Palisade at a glance

Five-year guarantee, unlimited km

Service interval 12 months or 15,000km

Service fees

(prepaid) $1467 (3 years)

$2445 (5 years)

Is Hyundai Palisade fuel efficient?

At least the diesel-powered Palisade makes it through the fuel tanks at a relatively leisurely pace. It produces 8.4 liters per 100 kilometers of use, compared with Hyundai's official published claim of 7.3L/100km, in combined cycle testing. When we use cars, city, and highway driving is evenly split.

By comparison, the petrol-powered Palisade Elite uses a claimed 10.7L/100km on the combined cycle; a few liters more overall.

However, don't forget that this petrol engine costs $4000 less on first purchase – so, unless you're going all-in on all-wheel drive, the most cost-effective option here is the number of kilometers you cover. cover.

What is the Hyundai Palisade like to drive?

The most important aspect to note here is the suspension, which has been updated on this facelifted Palisade. New, more advanced shock absorbers have been used, along with new suspension adjustments.

While Hyundai Australia typically employs locally developed suspension systems in its vehicles, this is less of a focus this time around. But don't worry, because the new Palisade's ride quality feels excellent.

The new shock absorber effectively allows a wider operating range, with a soft, almost floaty ride quality around town, yet still maintains a decent level of control through bigger corners and bumps.

For a vehicle designed to take on speed bumps and potholes – with lots of family members on board – the suspension adjustments felt pretty spot on.

The overall steering feel and performance are also up to par. Unlike its new brothers and cousins (such as the Hyundai Santa Fe and Kia Sorento), the Hyundai Palisade still uses a torque converter automatic transmission. This is because the Palisade continues to use the old-generation platform underneath, while the newer bones have used a dual-clutch automatic transmission and an updated (but similar) powertrain.

Newer examples also have electrification and hybrid powertrain options; something this Palisade will have to live with until the model changes completely in about four years.

While a more efficient hybrid powertrain would never go amiss, this 2.2-litre four-cylinder turbo diesel with 147kW and 440Nm proved powerful and frugal enough to suit the application. The sound is quite muffled, except for the distinctive rumble of a four-cylinder diesel engine which is effectively suppressed. Even when you step on the gas and reach speeds above 3000rpm, the engine noise isn't too annoying.

While the dual-clutch automatic gearboxes used in other Hyundai and Kia vehicles are great, this eight-speed torque converter automatic is completely painless and predictable for the operator.

You really feel the size of this Palisade a little when driving. Overall visibility is good, but large vehicles don't tend to shrink around you as much as smaller SUVs. The Palisade is a bit longer and wider than most other large SUVs in its segment, and its big boxy shape doesn't feel as slippery as other SUVs.

This is by no means unbearable or even negative, and you're usually used to driving a big Palisade. However, you need to pay attention when driving in crowded cities.

There are a variety of driving modes to choose from on this Palisade, including a new Smart mode that responds to driver input (mostly throttle) to adjust parameters. The all-wheel-drive system now also takes various off-road driving modes, which helps adjust the traction control system to help with slippery road surfaces. Of course, this Palisade will never compete with regular off-roaders, but the added flexibility is useful.

2023 Hyundai Palisade important details

Engine 2.2-liter four-cylinder turbo diesel engine

Power 147kW @ 3800rpm

Torque 440Nm @ 1750–2750rpm

Drive Type wheel drive

Transmission Eight-speed torque converter automatic

Weight 1980kg

Spare tire type Full size

Tow rating 2200kg braked

750kg unbraked

Spinning circle 11.8m

Should I buy a Hyundai Palisade?

The main attraction of the Palisade is undoubtedly the space it offers. In addition to being a people mover, this Palisade also has a decent amount of space in all three rows and seven (or eight) seats. It's practical and well-proportioned, with enough cupholders and outlets to sink a boat.

The overall driving experience and execution are also good. The diesel powertrain is smooth, frugal, and powerful enough for traffic. And ride quality – refreshed by this facelift – is another highlight.

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2023 Citroën C3

The comfortable supermini offers great value for money

If you're looking for a supermini that prioritizes comfort and efficiency, then the Citroen C3 is the right choice.

The new Citroen C3 stands out from other small cars thanks to its funky styling and many personalization options. It's fuel efficient too, and its ride is among the softest in the class, which makes the C3 a relaxing car to drive. comfortable to drive, but not the most fun to drive.supermini

The technology inside could be better, but you get enough equipment for your money with the C3 and an equally generous boot space. Citroen's supermini is a great choice for buyers who don't want to follow the crowd.

About Citroen C3

The third generation C3 arrived in 2016 and immediately erased memories of its disappointing predecessor. Following a mid-life refresh in 2020, the C3 looks sharper and is now offered in You!, Plus and Max trims, while other special edition versions come and go from the range.

The Citroen C3 competes in one of the most hotly contested areas of the car market: superminis. So it will compete with the Dacia Sandero, Peugeot 208 , Vauxhall Corsa and Volkswagen Polo.

Its clear value and unique styling means the C3 offers something very different to competitors in its class. The current Dacia Sandero and even its ability to undercut the cheapest cars on sale aren't really trying to compete with Peugeot, Vauxhall or Volkswagen in their vehicles. respective areas of strength. This car doesn't claim to be as nimble as a 208 or Corsa, or as refined as a Polo. But the C3 is priced at under £13,500, making it one of the Citroens.

Other rivals to the Citroen C3 include the Hyundai i20 and Kia Rio< a i=4>, along with the Skoda Fabia and SEAT Ibiza from the Volkswagen Group family. The Renault Clio is one of the standout choices in its class, while the Mazda 2 and Toyota Yaris are both also in the mix.

The running gear includes a platform that is a development of the old C3 Mk2. This isn't a bad thing as it provides driving comfort, while the more important gears, such as the engine and gearbox, are much peppier and offer better day-to-day running costs.

Petrol power comes from Citroen's versatile 1.2 PureTech three-cylinder engine, in the 83 and 110. The latter gives the C3 excellent performance, while its efficiency is on par with less powerful engines thanks to a standard-fit stop-start system. The 1.6 liter BlueHDi 100 diesel engine is no longer available in the price list.

All C3s are front-wheel drive and equipped with a five- or six-speed gearbox as standard. If you want a car, you'll need to opt for the PureTech 110 petrol in top-spec Plus or Max trim, where the EAT6 auto is on offer.

If you want a small car that prioritizes comfort and fuel economy, then the C3 is hard to beat. The mid-spec Plus trim is the best option in the range, saving around £2,000 over the top-spec Max version, but still comes with extras like 16-inch alloy wheels, rear parking sensors and Apple CarPlay and Android Auto connectivity.

Whether you choose the C3 1.2 PureTech in 82bhp or 109bhp form, you'll still benefit from excellent fuel economy. Combined figures show around 45mpg to 59mpg (depending on which version you choose), meaning it shouldn't be too difficult to achieve 50mpg+ on combined A-road, B-road, and motorway driving.

The Citroen C3 hatchback is expected to retain around 47-50 percent of its original value after a three-year ownership period, which is on par with the VW Polo and outperforms the Vauxhall Corsa.

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New 2024 Skoda Enyaq Coupe vRS facelift review

New 2024 Skoda Enyaq Coupe vRS facelift review: looks are the same but the underside is better

Skoda hasn't changed much about the Enyaq Coupe iV's appearance but has made improvements to the important things.

While the updated Skoda Enyaq looks the same as before, the already superior all-electric family SUV has received upgrades thanks to a more powerful and efficient electric motor, slicker software, and faster charging speeds. It also gets a few extra miles of range, which is always useful, while more power for the Enyaq vRS performance model makes it more entertaining in a straight line.

We've been big fans of the Skoda Enyaq since its launch in 2021. We consider the Czech brand's first bespoke electric car to be not only one of the best cars in its class but also one of our favorite electric vehicles.

Of course, competition in the family SUV segment is fierce, so to ensure the Enyaq remains competitive against the Nissan Ariya and Tesla Model Y, Skoda has provided several upgrades for 2024.

Let's start from the inside for once, as Skoda has listened to the critics and cleaned up its previously overloaded infotainment system. For example, the climate control menu has been redesigned, and 'Smart Climate Mode' has been removed – where complicated functions such as 'cool feet' or 'warm hands' could previously be found.

Also new is a full-screen navigation map, and customizable buttons at the top and bottom of the center touchscreen. With new functions and simplified menus, the Enyaq technology setup is now much more coherent.

There are more changes hidden beneath the sheet metal. All but the entry-level models are equipped with a new electric motor on the rear axle that is more powerful and efficient, while every version benefits from improved battery and energy management software.

Given the lack of changes to the base car, the Enyaq 60's stats don't change much; The 58kWh battery provides enough power to travel 248 miles on a single charge – three miles further than before – with power remaining unchanged at 177bhp.

The rest of the range gets more significant improvements in both power and range thanks to the new motors. So much so that another rear-wheel drive model, previously labeled the Enyaq 80, is now the Enyaq 85. It uses the same 77kWh battery as before, but its range is increased to 348 miles. Plus, there's now 282bhp, which is an increase of 81bhp over its predecessor – allowing the 85 to reach 62mph two seconds quicker.

Likewise, the all-wheel drive Enyaq 80x has been replaced by the Enyaq 85x, with its range increased by 11 miles to 328 miles. The total power output from the dual motor setup also stands at 282bhp.

Skoda also increased the power output for the performance-focused version of the Enyaq vRS we drove on the very snowy Bavarian-Austrian border. This version gets an additional 40bhp, bringing the combined power output for the two electric motors to 335bhp. With up to 545Nm of torque, the most powerful and fastest production Skoda ever made has no trouble getting going, accelerating from 0-62mph in just 5.5 seconds.

More direct, progressive steering and adjustable dampers kept the 2.25-tonne Enyaq vRS in check, allowing us to move very quickly up and down narrow mountain roads, with the electronic controls relaxed slightly in ESC Sport mode. This setting is accompanied by a smooth electronic soundtrack provided by a sound generator.

Meanwhile, the chassis manages to handle road imperfections with impressive composure, although there are a few compromises to be made if you opt for 20-inch alloy wheels and low-profile tires. Unfortunately, there is still no one-pedal drive mode available; The car recovers well when you want to slow down, but keeps going at walking speed.

The charging speed for the Enyaq dual motor model also increases to 175kW thanks to improved battery management and cell chemistry, so the charging curve should be more constant. Skoda claims it's possible to get a 10 to 80 percent boost in 28 minutes using a fast and precise public charger. The Enyaq 60 and 85 can't charge at the same speed, but they do get a new battery conditioning feature to prepare the car for fast charging at the push of a button – or if you set navigation to take you to a charging station.

It's worth noting that the Enyaq Coupe gets the same technical upgrades as the standard SUV, and due to its slimmer shape, it can travel a few more miles on a single charge. However, upgrading to a more rakish coupe SUV costs around £2,000 extra.

But your eyes haven't deceived you so far, as the Enyaq hasn't received any styling changes. Unless you opt for the new upscale Laurin & Klement trim. The car comes with exclusive alloy wheels, a different front bumper in Platinum Grey, chrome trim, and gray badging.

The Enyaq L&K also comes as standard with a 'Crystal Face' grille illuminated by 131 LEDs, although that's nothing new and still not to everyone's taste. Also available on the new range-topping model include luxury, ventilated, and massaging leather front seats, available with black or beige upholstery.

Model: Skoda Enyaq Coupe vRS

Price: £54,820

Power source: 77kWh battery/2x e-motors

Power/torque: 335bhp/545Nm

Transmission: Single-speed automatic, all-wheel drive

0-62mph: 5.5 seconds

Top speed: 111mph

Range: 336 miles

Charging: 175kW (10-80% in 28 minutes)

On sale: Now

L/D/H: 4,653/1,879/1,607 mm

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New Range Rover Evoque 2024

New 2024 Range Rover Evoque Review: Expensive Premium Plug-in Hybrid! The updated Evoque has been equipped with new technology and an impressive plug-in hybrid powertrain to remain competitive, but this comes at a considerable cost.

Indictment

The Evoque is still a standout offering in the premium compact SUV sector. The interior now comes with the technology to support class-leading quality, and the plug-in hybrid powertrain is impressive – as long as you keep it charging. However, they are expensive, and there are more practical alternatives.

Range Rover describes the Evoque as its “biggest sales success story” and it's not hard to see why. It takes the luxury appeal of the big-bodied Range Rover and condenses it into a smaller, more affordable offering.

It's fun to drive and most importantly, it stands out visually in the super competitive premium SUV market. For 2024, Range Rover has refined its baby SUV and we've tried it with plug-in hybrid power in the top-end Autobiography trim.

Despite the exterior changes, you wouldn't call it a facelift. There's a new front grille and slimmer front and rear lights, following Range Rover's new reductive design approach. The front also features a revised 'Pixel LED' with new matrix dimming technology.

It seems more effort has been made to give the interior a refresh. The biggest change is the move from a dual-screen display to a single, larger touchscreen in the center of the dash. Where previously you'd find a 10-inch unit above a smaller climate control panel on the bottom, everything has been combined into a new 11.4-inch touchscreen.

As installed on other models, the brand's latest Pivi Pro operating system is excellent. The menus are easy to navigate, and there aren't many unnecessary steps to find the main functions. The response was also quick and resolution sharp, although we did notice the screen getting a bit hot. The new layout looks very slick (not that the old setup is outdated) and the removal of the bottom screen allows for additional storage and a smartphone charging pad. The center console also has a classy 'Grey Ash' finish on our car.

But this was not a complete success. When you're on the go, it's harder than ever to adjust climate control without a physical switch to work with. The gear selector has been replaced with a stiffer lever, which provides decent support for your wrist when using the screen, but the integration of the volume control into the screen is a pain. At least there are physical buttons on the steering wheel for the driver.

The rest of the interior remains virtually unchanged, although Range Rover is encouraging customers to consider leather alternatives to make it more environmentally friendly. That said, our car had quite lovely elongated leather in Cloud/Ebony (standard on this top-spec Autobiography) – although we probably wouldn't recommend this color combination to parents of naughty kids.

There's also plenty of space in the front and back – even for tall adults. You wouldn't call the rear particularly gloomy, but the large sliding panorama that's standard on the Autobiography (a £1,600 option on the entry-level S and Dynamic SE) helps make it roomier. The placement of the battery on this PHEV model means you get a smaller fuel tank, but boot space is unaffected, with an average of 472 liters available.

Regarding how the plug-in hybrid P300e drives, the story is similar to before. However, its rivals have improved their plug-in recipes since the PHEV-powered Evoque was launched in 2021. The 1.5-litre turbocharged three-cylinder petrol-electric engine is unchanged – at least in size. Range Rover has tweaked the chemistry of the 15kWh battery to increase the electric vehicle's range, which now stands at 39 miles. For company car users, this is a shame, as it means the Evoque falls into the Benefit in Kind tax bracket of 12 percent, losing out on just eight percent of the appeal for cars capable of traveling 40 miles or more. The Mercedes GLA 250 e and BMW X1 xDrive30e may appeal more to business users.

The Evouqe's plug-in hybrid system is still impressive and is offered across the Evoque trim range. We found the 39-mile range claim to be quite realistic even in sub-zero temperatures. As with most PHEVs, the headline figure of 190.9mpg is only achievable if you make the most of the electric assist; run the Evoque with just its petrol engine and you'll struggle to break 30mpg.

The three-cylinder petrol unit may sound a little tiny for a two-tonne Range Rover, but when in hybrid mode its 304bhp and 540Nm of torque provide plenty of power. The switch between petrol and EV operation is also quite smooth, and it's only when you lean into the engine that you hear a distant rumble.

For a Range Rover, the Evoque is excellent at cruising around town with tight and responsive handling, although using its bigger sibling's steering wheel doesn't seem necessary. It's on the road that the Evoque does its best work, feeling much larger than its dimensions comfortably and reassuringly. You can use 18- or 19-inch wheels, but the ride felt very smooth even on our car's 20-inch rims.

The majority of updates for 2024 have improved what was already a solid choice in the plug-in SUV sector, but this has also been accompanied by a fairly sharp price increase. The Evoque now starts from £40,080 in the most basic S trim level – an increase of more than £5,000.

This version specs a hybrid powertrain and the car costs £53k – making it much more expensive than a BMW X1 or Mercedes GLA with similar specs. At £63,565, our top-end Autobiography is placed at the same price point as the larger Lexus NX (which now comes with a PHEV option) and the BMW X3 xDrive30.

Model: Range Rover Evoque P300e

Price: £49,000 (£63,565 as tested)

Power source: 1.5 liter 3 cylinder petrol, 1x e-motor, 15kWh battery

Power/torque: 304bhp/540Nm

Transmission: Eight-speed automatic, four-wheel drive

0-62mph: 6.1 seconds

Top speed: 132mph

Range: 39 miles

Efficiency/emissions: 190.9mpg/33g/km

Length width height 4,371mm/1,904/1,649mm

On sale: Now

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Mazda CX-30

The Mazda CX-30 targets premium rivals with great style and driving experience, although practicality and performance aren't the best.

There's no denying that the Mazda CX-30 is a well-rounded premium compact SUV. In fact, the interior build quality surpasses most of its major competitors. This, combined with the popular SUV body style and record high Euro NCAP crash test scores for adult occupant protection, could help the CX-30 become one of Mazda's best-selling models.

It's not perfect, as rivals like the Skoda Karoq and Peugeot 3008 promise more in terms of practicality and a wider range of powertrains. Even so, Mazda's compact SUV comes with the latest engine technology and is comfortable to drive – the latter quality is offered by only a few SUVs and crossovers. Overall, the CX-30 is an interesting example.

About the Mazda CX-30

Being the first of its kind, the Mazda CX-30 has little of a history compared to its competent predecessors to look back on. However, the Japanese brand's range of cars is not considered to be of poor quality and the CX-30 has some of the same technology already seen in its impressive peers.

There's only one body style available on the CX-30, and that's the five-door SUV form, although Mazda has revamped its trim lineup to now include Prime-Line, Centre-Line, Homura, Exclusive-Line, and the top-of-spec Takumi. diverse.

Equipment is strong across the range, with amenities like air conditioning, cruise control, Apple CarPlay, and Android Auto connectivity standard for all. As for engines, only two petrol units are available. One Mazda calls the “Skyactiv-G” with 120bhp, and the other the “Skyactiv-X” makes 183bhp.

Both engines feature a mild hybrid system but only the mild hybrid system uses Mazda's innovative compression ignition system (more on this later). In contrast to some of its rivals, all trim levels and engines are available with manual or automatic gearboxes, while the more powerful 183bhp model comes with front or all-wheel drive.

Mazda isn't known for making great performance versions of its mainstream cars, and even the ones they have made are simple and forgettable – few will see an MPS version of the second-generation Mazda 3 on the road. Instead, the Japanese automaker ensures its standard models have good driver appeal, and the CX-30 is no exception.

However, if there's one thing the CX-30 has going for it, it's a lot of mid-size SUV rivalry. On the one hand, there are more premium alternatives such as the BMW X1, Mercedes GLA, Audi Q2, and Lexus UX. Meanwhile, on the other hand, there are less glamorous rivals such as the Vauxhall Grandland and Honda CR-V.

The cars the CX-30 really has to beat are the class leaders, including the Skoda Karoq, SEAT Ateca, and Peugeot 3008. In general, Mazda's pricing structure allows it to compete with most of its competitors, although some German rivals can easily surpass the price of the top-end CX-30.

As mentioned previously, the CX-30's driving experience is impressive. Few SUVs come close to how well rated the Mazda's pedals, steering and gearshift are. Making sure these key touchpoints are fun to use helps make the CX-30 fun, whatever the speed.

Mazda engineers have also done a good job of ensuring body roll remains under control – meaning it's easy to judge when the tires are reaching their limits. That said, those who prioritize sharp handling will probably be better served by the Mazda 3 as it promises less body roll (helped by being closer to the ground).

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